Air-temperature regulator for gas-engines



(2. F. BROSTROM. AFR TEMPERATURE REGULATOR FOR GAS ENGINES. APPHCJRTIQ'N FILED MAR. 6, 1920-. i,344,61 5. Patented June 29, 1920,

2 SHEETS-SHEEI I.

INVENTOR. CARL F. BROS FROM di L4? A TT ORN E Y C, F. BHUSTROM. AIR TEMPERATURE REGULATOR FOR GAS ENGINES.

APPLICATION FILED MAR. 6,1920. 1,344,615.

Patented June 29, 1920.

IN! '1-.'.\'[OR. CARL F BROS FROM UNITED STATES CARL F. BROSTROM, OF MINNEAPOLIS, MINNESOTA.

AIR-TEMPERATURE REGULATOR FOR GAB-ENGINES.

To all whom it may concern:

Be it known that 'I, CARL F. Bnos'rnou, a citizen of the'Unitedj States residing at Minneapolis, in the county of Ifennepin and State of Minnesota, hays invented certain new and useful Improvements'in ei1- '1emperature Regulators for Gas-Engines, of which the followi is a specification,

This invention ates to mprovements in gas en inesand the isto provide a evice or regulating the temperature of the air fed into the carbureter of the engine. The construction, a plication and o eration of the device is clearly illustrate in the accompanying drawings, in which:

Figure l is an elevation of a gas engine equipped with my device, with parts broken away.

Fig. 2 is an enlarged view of my improved air regulator detac ed from the engine.

Fig. 3. is an enlarged sectional view of the regulator as seen on the line 3-3 in Fig. 1, and'showing how it is connected to a governor. I

Referring to the drawing by reference numerals, 4 designates a as engine having a carburetor 5 and an ex aust pipe 6. In this particular type of engine it is customary to wash and heat the air passing into the carbureter, and this has been done heretofore by passing the air through a strainer 7, a tube 8, to a heater 9 which is merely a casin over a portion 0 the exhaust pipe 6, andt ence by a tube 10 to the carburetor 5. It is found with this arrangement, however, that air passing into the carburetor often becomes overheated, due either to high atmospheric temperature or when the speed 'and ower of the engine is being taxed; such over eating being'often to such a degree as to cause preignition in the engine and burn- "nor 14 of the engine is connected to the port ing' out of the cylinder head. The only way that this difficulty has to an extent been overcome heretofore :was to isconnect the flan es of the flexible tubes 8 an'd'lO from,

other, thus assin K, p t e strainer to t e carbureter J5} This cha e however has been unsatis (1 that it requiredconsiderable time? and also r uired an adjustment in thecarburetor (me time to'compensate for the difference in conditions that ,this,{change brought about, ,H L

To' vercome these obstacles I rovide between the tubes 8 and 10 and t e heater 9 Specification of Letters Patent. Application m larch a, mo. Serial 115. scam.

Patented June 29, 1920.

an air'regu ating device consisting of 0. casing llhavmg a curvedtransverse artition 12; said artition being provide with a port 13 a apted to be controlled automatipally by a igpvernor 14 and also by a hand ever 15. e governor 14 is the customary governor of the engine andby means of any suitable connection 16'is adapted to actuate the crankarm 17 of thepivotally mounted member 18 which slidablv controls the o venmg 1n the port 13 according to the spee of the governor shaft 23. A second pivotally mounted port controlling member or lid 19 is fixed to and regulated by a hand-lever 15 which is held in an desired position by the notches of a curved wire bracket 20.

Under ordinary circumstances and espe' cially in cold weather the air to the car bureter is preferably warmed, in which case the port 13 may be closed by the lid 19 thus causin the air from the strainer to pass from t is tube 8 through the aperture 21, the heater 9, the aperture 22, the tube 10 and to the carbureter, in the same way as above described in the older forms.

In warm weather however the port lid 19 is raised to the degree found to be best undei' the circumstances' thus allowing a part of the current of air such partial current varyinq accordin to t e position of the member 183 to pass -rectly from the tube 8 to the tube 10 instead of all of it passing through the heater. It is thus obvious that the temperature of the air to the carbureter may be manually controlled by the lever 15. t is also found desirable to lower the temperature of the air fed into the carburetor when the engine is being worked hard and fast as when it is pulling a heavy load to prevent controlling member 18 so that the faster the governor shaft 23 revolves the wider .willgthe port 13 open andconscquently the the, eater 9 and connect such flanges to j'hirto-thecarbureter will be proportionately the air cooled.

The advanta s, use and construction of eing thus shown and dethis invention desire scribed, what I claim to be new and to protect by Letters Patent is:

1. Incombination with a gas e ine having a carburetor, an airheateran a speed governor; ofa two chambered casing secured to said heater, means whereby air may pass from onechamber through said heater and other chamber and to said carbureter,

a port connecting said chambers, operative connection between said port end'said speed govern or.

2. In combination with at gas engine having a. parbnreter, an air heater and a speed over or; of a, two chambered casing secured; to said heater, means whereby itil may pass from one chamber thron h said heater and other chamber and to sai earbureter, a

port -eonnecting said chambers, operative connection betweensuid port and said speed governor, manual means for adjusting the pussu e in said port .as desired.

he device as claimed in claim 7, said last mentioned means consisting of :1 ivotelly mounted valve wing adapted to e use against said port and an adjusting lever extending from said wing to the outer side of said missing.

In testimony whereof I uflix my si nnture CARL r. BROSTRUM. 

